The Office of the United States Trade Representative (USTR) has proposed additional import tariffs on 60 economies worldwide following investigations into insufficient enforcement against goods made with forced labor.

The proposed tariff rates are 10% or 12.5%, depending on the level of import controls and the commitments of each jurisdiction toward the United States. The measures could affect nearly all imported goods from the targeted economies, including products from some of America’s largest trading partners.

For the container shipping industry, this adds a new layer of uncertainty. Extra tariffs may reshape sourcing patterns, trigger a wave of early cargo shipments before any measures take effect, and redirect container flows between Asia, Europe, North America, and alternative manufacturing hubs.

In the short term, the most likely impact is higher volatility. Shippers may revise procurement strategies, shipment timing, and inventory allocation. For container carriers, this could mean changing load factors on key routes, empty container imbalances, and more complex capacity planning.

In the medium term, some importers may speed up supplier diversification. However, relocating production and adjusting logistics networks takes time, so the initial impact is more likely to be a redistribution of trade flows rather than an outright decline in trade volumes.

The tariff threat adds further pressure to global supply chains. For shipping, it is becoming increasingly important to monitor not only cargo volumes, but also trade policy, customs regulation, and carriers’ ability to quickly adapt their networks.

Container terminal operator Hutchison Port Holdings Trust (HPH Trust) is seeing a deeper structural decline in cargo volumes in Hong Kong, while its mainland China assets continue to grow. The trend highlights the mounting pressure on Hong Kong as regional shipping patterns shift.

Volumes at Kwai Tsing terminals have been falling since 2018, reflecting changes in trade flows and intensifying competition from ports in the Greater Bay Area, especially Shenzhen. A key driver is the growing preference of shipping lines for direct calls at mainland Chinese ports, bypassing Hong Kong as a traditional transshipment hub.

At the same time, Yantian terminal in Shenzhen, which is part of HPH Trust’s portfolio, continues to post steady growth and is expanding further. The first phase of Yantian East Port is expected to come online by 2027 with capacity of 1 million TEU, with a longer-term plan to raise that to 3 million TEU.

HPH Trust is also reviewing “strategic alternatives” for the Hong Kong Seaport Alliance, a move that may point to changes in how terminal operators cooperate in a weaker volume environment. Even so, Kwai Tsing remains profitable at the EBITDA level thanks to cost optimization and operational efficiency improvements.

In broader industry terms, the situation reflects a long-term shift in logistics flows toward mainland Chinese ports, which offer greater scalability and stronger capabilities for handling mega-container ships. Hong Kong still retains its role as a transshipment hub, but its relative importance is gradually declining under the pressure of regional competition and changing carrier preferences.

BIMCO has introduced CO2TIME 2026, the first standard time charter developed specifically for the carriage of liquefied carbon dioxide (LCO₂).

The new form is designed for the fast-growing CCUS sector — carbon capture, utilisation and storage — where maritime logistics is becoming a critical part of the value chain.

From an operational perspective, CO2TIME 2026 adapts the traditional principles of gas shipping contracts to the specific requirements of CO₂ transportation. It addresses issues such as allocation of responsibilities, risk management, and vessel operation, helping reduce uncertainty for shipowners, charterers, and investors. In effect, it creates a more unified legal framework for an emerging market.

Its launch comes at a time when CCUS infrastructure is expanding rapidly, particularly in Europe and Asia, where transport chains are being built between capture sites and storage facilities. In this model, shipping serves as a key link, providing flexibility and scalability for the movement of captured CO₂.

More broadly, the introduction of a standardized contract suggests that the CO₂ shipping market is moving from concept to commercial implementation. It may also lower entry barriers for new participants and support the development of a dedicated fleet.

The Strait of Hormuz — one of the key arteries of global logistics — is partially resuming operations following a period of escalation in the region. As a result of negotiations mediated by Pakistan, the parties agreed to a two-week ceasefire.

Under the agreement, Iran confirmed its readiness to ensure safe passage for vessels through the strait. However, navigation will be conducted in coordination with Iran’s armed forces, and the strait remains under Iranian control. The reopening is conditional and temporary, with its continuation directly dependent on compliance with the ceasefire, leaving the situation still unstable.

French shipping and logistics giant CMA CGM is developing multimodal solutions (sea–rail–road) to maintain supply chain resilience amid rising risks in the Strait of Hormuz.

The company is establishing alternative corridors via key regional entry points in the UAE — Khor Fakkan and Fujairah — as well as Sohar in Oman. From there, cargo is routed to major Gulf hubs such as Khalifa, Jebel Ali, and Sharjah using a mix of sea and trucking operations.

In addition, CMA CGM is leveraging a land corridor through Saudi Arabia, including Jeddah on the Red Sea, as an alternative to traditional routes. Ports in Oman are also being used to create a third logistics flow, with onward distribution across the region.

This setup allows the company to maintain connectivity between Asia and the Mediterranean while reducing direct reliance on the Strait of Hormuz.

From a market perspective, this reflects a broader shift: operators are moving from traditional ocean freight models toward hybrid, flexible logistics solutions — reducing geopolitical exposure and strengthening supply chain resilience.